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Intro -- Preface -- Contents -- Environment, Climate Change and Land Management in Vietnam -- A Hydrometeorological Flood Forecasting Chain for the Red and Ca rivers (China, Laos and Vietnam) Part I-Investigated Areas and Model Setup -- 1 Introduction -- 2 The Red and the Ca Rivers in Vietnam -- 2.1 The Red River Basin -- 2.2 The Ca River Basin -- 3 The Meteorological BOLAM-MOLOCH Model -- 3.1 The BOLAM Hydrostatic Mesoscale Meteorological Model -- 3.2 The MOLOCH Non-hydrostatic Mesoscale Meteorological Model -- 4 The Hydrological DIMOSHONG Model -- 5 Conclusions -- References -- A Hydrometeorological Flood Forecasting Chain for the Red and Ca Rivers (China, Laos and Vietnam) Part II-Applications and Results -- 1 Introduction -- 2 Meteorological and Hydrological Forecasts in the Red River -- 2.1 Verification of Precipitation Forecasts -- 2.2 Runoff Observations and Forecasts with an Extended Kalman Filtering -- 3 Meteorological and Hydrological Forecasts in the Ca River -- 3.1 Verification of Precipitation Forecasts -- 3.2 Runoff Observations and Forecasts -- 4 Conclusions -- References -- Ha Long Bay (Viet Nam) Sediment and Microfaunal Background Assessment for Future Monitoring Actions -- 1 Introduction -- 2 Materials and Methods -- 2.1 Samples Collection -- 2.2 Laboratory Preparation -- 2.3 Results -- 3 Discussion and Conclusion -- References -- Marine Biodiversity in Ha Long Bay and Cat Ba Archipelago (VietNam) -- 1 Introduction -- 2 Materials and Methods -- 2.1 Location -- 2.2 Collection and Analysis of Marine Organisms -- 3 Results -- 3.1 Species Diversity -- 3.2 The Rare and Precious Species Listed in Vietnam Red Book and in the Red List of IUCN -- 3.3 Environmental Factors of Marine Lakes -- 4 Conclusions and Discussion -- References -- The Ha Long Bay Marine Ecosystem. An Unprecedented Opportunity for Evolutionary Studies on Marine Taxa.

"An easily accessible short history" of offensive military operations on hostile shores from the authors of First to Fight: The U.S. Marines in World War I (Midwest Book Review). One of the most difficult types of warfare to master, landing on a hostile beach requires scrupulous planning and intense coordination between the air, sea, and land forces. With a history reaching back to the Persians landing on the Greek shores at the Battle of Marathon in 490 BC, it was the First World War that marked the beginning of modern amphibious warfare, with the Royal Marines combining their efforts with the Royal Navy. Despite the disastrous Gallipoli amphibious operation to seize the Dardanelles Straits in 1915, the Royal Navy and US Marine Corps continued to develop new landing crafts through the interwar years. The Second World War proved more successful for amphibious warfare, with the Japanese invasion of the Philippines in 1941 crushing the American forces defending the Pacific islands and the D-Day landings by the Allied troops in 1944 initiating the beginning of the end of the war in Europe. This accessible short history looks at the historical development of amphibious warfare, telling the stories of particular landings and the units that have taken part in this unique type of warfare. The Royal Marines and US Marine Corps continue to evolve and play a crucial role in defense today, with specialized amphibious warfare ships being deployed to enable elite forces to respond promptly to threats across the globe. "A brief but very useful overview of an important aspect of modern warfare." 'Baird Maritime

© Springer International Publishing AG, part of Springer Nature 2019. As the location of the oldest and busiest international port in the Philippines, Manila Bay is a prime location to study the ecology and dynamics of marine biological invasion in a tropical high marine biodiversity environment. The bay is historically within the center of marine biodiversity in the Philippines. Rapid urbanization in the last 150 years as a result of the expansion of the City of Manila and its suburbs has changed the estuarine watershed and has resulted in environmental change. This is reflected in eutrophication, sedimentation, pollution and land reclamation that has altered fisheries, coastal oceanography and ecology. These problems are exacerbated by the governance system of the National Capital Region resulting in unplanned urban development. In this environment, most of the invertebrate marine non-indigenous species (MNIS) that are invasive in other tropical estuarine ports are not invasive in Manila Bay. It is hypothesized that monsoon driven periodic hypoxia and other pollution related events prevent invasion. While this is true for most of the MNIS, the tropical Atlantic mussel Mytella charruana was introduced in 2014 and is now invasive in the bay. The biological characteristics of this species are likely to displace the pollution tolerant indigenous and non-indigenous malacofauna. The Supreme Court has taken notice of the environmental condition of the bay and through a 2008 Mandamus, ordered the Executive Department of the Philippines Government to restore the environmental quality of the bay. The effects of the Mandamus in rehabilitating the bay still have to be seen and on this any effective management of any marine biological invasion lies.

Objectives: During the Middle Ages, Portugal witnessed unprecedented socioeconomic and religious changes under transitioning religious political rule. The implications of changing ruling powers for urban food systems and individual diets in medieval Portugal is poorly understood. This study aimed to elucidate the dietary impact of the Islamic and Christian conquests. Materials and Methods: Radiocarbon dating, peptide mass fingerprinting (ZooMS) and stable isotope analysis (δ13C, δ15N) of animal (n = 59) and human skeletal remains (n = 205) from Muslim and Christian burials were used to characterize the diet of a large historical sample from Portugal. A Bayesian stable isotope mixing model (BSIMM) was used to estimate the contribution of marine protein to human diet. Results: Early medieval (8–12th century), preconquest urban Muslim populations had mean (±1SD) values of −18.8 ± 0.4 ‰ for δ13C 10.4 ± 1 ‰ for δ15N, indicating a predominantly terrestrial diet, while late medieval (12–14th century) postconquest Muslim and Christian populations showed a greater reliance on marine resources with mean (±1SD) values of −17.9 ± 1.3‰ for δ13C and 11.1 ± 1.1‰ for δ15N. BSIMM estimation supported a significant increase in the contribution of marine resources to human diet. Discussion: The results provide the first biomolecular evidence for a dietary revolution that is not evidenced in contemporaneous historical accounts. We find that society transitioned from a largely agro-pastoral economy under Islamic rule to one characterized by a new focus on marine resources under later Christian rule. This economic change led to the naissance of the marine economy that went on to characterize the early-modern period in Portugal and its global expansion. ; publishersversion ; published

Rural-urban social inequality is a problem that must be solved to achieve prosperity and economic justice that is desired by all human beings. Efforts to overcome the problem are to create and carry out the Program of Marine and Fisheries Innovation Village which is a program of marine and fisheries community empowerment to be able to take advantage of technology and innovation as an effort to improve their lives. Limited budget and resources cause not all villages that are partners in community service at the Sorong Marine and Fisheries Polytechnic can be turned into Marine and Fisheries Innovation Villages. This research was conducted to determine the priority ranking of villages to be selected and to carry out innovation and technology interventions according to the predetermined criteria. Decision making in this marine and fisheries innovation village requires a systematic and accurate method using the Analytical Hierarchy Process (AHP). In the case study, the selection of the innovation village program was carried out at three locations in the Sorong area (Walal Village, Rimbapala Village, and Pulau Raam Village). The criteria used in the selection of alternative innovation villages were: 1) having local government support, 2) community response, 3) having superior fishery commodities, 4) accessibility, and 5) in accordance with the resources owned by the KP Sorong Polytechnic. The results obtained based on the AHP method were Raam Island 58,7%, Walal 21,9%, and Rimbapala 19,4%. The conclusion is that the village selected as the innovation village is Raam Island with the highest score of 58,7%. Keywords: alternatives, analytical hierarchy process, criteria, innovation village, options

Objectives During the Middle Ages, Portugal witnessed unprecedented socioeconomic and religious changes under transitioning religious political rule. The implications of changing ruling powers for urban food systems and individual diets in medieval Portugal is poorly understood. This study aimed to elucidate the dietary impact of the Islamic and Christian conquests. Materials and methods Radiocarbon dating, peptide mass fingerprinting (ZooMS) and stable isotope analysis (δ13C, δ15N) of animal (n=59) and human skeletal remains (n=205) from Muslim and Christian burials were used to characterise the diet of a large historical sample from Portugal. A Bayesian stable isotope mixing model (BSIMM) was used to estimate the contribution of marine protein to human diet. Results Early medieval (8th-12th century), pre-conquest urban Muslim populations had mean (±1sd) values of -18.8±0.4 ‰ for δ13C 10.4±1 ‰ for δ15N, indicating a predominantly terrestrial diet, while late medieval (12th-14th century) post-conquest Muslim and Christian populations showed a greater reliance on marine resources with mean (±1sd) values of -17.9 ±1.3‰ for δ13C and 11.1±1.1‰ for δ15N. BSIMM estimation supported a significant increase in the contribution of marine resources to human diet. Discussion The results provide the first biomolecular evidence for a dietary revolution that is not evidenced in contemporaneous historical accounts. We find that society transitioned from a largely agro-pastoral economy under Islamic rule to one characterised by a new focus on marine resources under later Christian rule. This economic change led to the naissance of the marine economy that went on to characterise the early-modern period in Portugal and its global expansion.

Underwater noise from human activities appears to be rising, with ramifications for acoustically sensitive marine organisms and the functioning of marine ecosystems. Policymakers are beginning to address the risk of ecological impact, but are constrained by a lack of data on current and historic noise levels. Here, we present the first nationally coordinated effort to quantify underwater noise levels, in support of UK policy objectives under the EU Marine Strategy Framework Directive (MSFD). Field measurements were made during 2013–2014 at twelve sites around the UK. Median noise levels ranged from 81.5–95.5 dB re 1 μPa for one-third octave bands from 63–500 Hz. Noise exposure varied considerably, with little anthropogenic influence at the Celtic Sea site, to several North Sea sites with persistent vessel noise. Comparison of acoustic metrics found that the RMS level (conventionally used to represent the mean) was highly skewed by outliers, exceeding the 97th percentile at some frequencies. We conclude that environmental indicators of anthropogenic noise should instead use percentiles, to ensure statistical robustness. Power analysis indicated that at least three decades of continuous monitoring would be required to detect trends of similar magnitude to historic rises in noise levels observed in the Northeast Pacific. ; N.D.M. and R.C.F. were supported by Defra project ME5222: Partnership-based Ambient Noise Monitoring for the MSFD. Northern North Sea data collection funded by Marine Scotland Science as part of ECOMMAS programme. Celtic Sea monitoring funded by PRIMaRE, SOWFIA (EU Intelligent Energy) and NERC (NE/J012319/1). Southern North Sea data provided by kind permission of EDF Energy New Nuclear Build marine studies programme.

Changes in the global order and national economic, social, political and technological dynamic growing demand accelerated national development in various sectors. No exception marine and fisheries sector. These sectors need to adapt and meet the challenges of the strategic environment that moves fast.The magnitude of the potential for marine resources and fisheries are not yet able to contribute significantly to the income or revenues in the marine and fisheries sector so that the implications of fishing communities in particular and citizens in general have not increased the level of welfare. This shows riweuhnya problems. One kariweuhan the problem, not optimal or poor management of state revenue in the sector and Fisheries.Potential state income or non-tax revenues (non-tax), which can be optimized in the marine and fisheries sector that has not been excavated and managed in an orderly manner will be successfully optimized the concept of normative and academic as well as the deciding factor is the Leader and Leadership, Civil Society / Community Activist Fishing organized, Institutional Reform and human Resources, Technology Adoption, Creation mision values and share a culture of honesty, collaboration between agencies, communication via medsos.Optimization of state revenue in the marine and fisheries sector ranging from Rp25 trillion per year that can be imposed on ships over 30 GT bertonasi because the ship will be able to catch fish at sea about 2000 tons of various levies such as taxes and other fisheries exploitation can be optimized. And the potential of the catch wholly revolves around Rp300 trillion each year. Export potential of fish farming sector will contribute about 60 million tonnes per year.

The deep sea is the largest biome on Earth but the least explored. Our knowledge of it comes from scattered sources spanning different spatial and temporal scales. Implementation of marine policies like the European Union's Marine Strategy Framework Directive (MSFD) and support for Blue Growth in the deep sea are therefore hindered by lack of data. Integrated assessments of environmental status require tools to work with different and disaggregated datasets (e.g. density of deep-sea habitat-forming species, body-size distribution of commercial fishes, intensity of bottom trawling) across spatial and temporal scales. A feasibility study was conducted as part of the four-year ATLAS project to assess the effectiveness of the open-access Nested Environmental status Assessment Tool (NEAT) to assess deep-sea environmental status. We worked at nine selected study areas in the North Atlantic focusing on five MSFD descriptors (D1-Biodiversity, D3-Commercial fish and shellfish, D4-Food webs, D6-Seafloor integrity, D10-Marine litter). The objectives of the present study were to i) explore and propose indicators that could be used in the assessment of deep-sea environmental status, ii) evaluate the performance of NEAT in the deep sea, and iii) identify challenges and opportunities for the assessment of deep-sea status. Based on data availability, data quality and expert judgement, in total 24 indicators (one for D1, one for D3, seven for D4, 13 for D6, two for D10) were used in the assessment of the nine study areas, their habitats and ecosystem components. NEAT analyses revealed differences among the study areas for their environmental status ranging from "poor" to "high". Overall, the NEAT results were in moderate to complete agreement with expert judgement, previous assessments, scientific literature on human-pressure gradients and expected management outcomes. We suggest that the assessment of deep-sea environmental status should take place at habitat and ecosystem level (rather than at species level) and at relatively ...

Purpose. The article aim is to analyze the volumes of transshipment and transportation of goods by sea and rail transport оf Ukraine. Methodology. The studies were performed using methods of mathematical statistics. Results. The article analyzes the foreign trade of Ukraine with the countries of the European Union. Currently, the EU share in export and import of goods is more than 40 %, the share of the CIS countries is almost a half. The creation of a new international transport corridor Baltic Sea - Black Sea - Caspian Sea will contribute to the creation of a comprehensive strategy for the development of all types of transportation and existing infrastructure loading along the route. Freight transportation is characterized by a coefficient of irregularity, which for export goods in 2018 amounted to 1.13, and for import – 1.19; for the seven months of this year its value was 1.10 and 1.13 for export and import respectively. The main groups of goods exported by Ukraine include agricultural products and food industry, metallurgy, engineering, mineral products, wood and paper pulp, light industry products, various industrial products and chemical products. In recent years, the export of finished goods and semi-finished goods has increased and the export of raw materials has been reduced, while the income from foreign trade is increasing. The development plan of the Yuzhny port for the future until 2038 provides for an increase in the volume of cargo arrival and departure, which in turn will necessitate the development of rail and road transport. To increase the transportation volumes of pellets, it is planned to deepen the internal channel to the operational water area of the quays of TIS terminals. The highest volumes of shipment by rail are observed for the most exported goods, while the railway transport infrastructure does not meet European requirements and without the significant investments will not allow competing in the goods transit through Ukraine. Practical significance. The results of the research can be used to develop long-term plans for the development of seaports and the railway infrastructure development directions. ; Цель. Целью работы является анализ объемов перевалки и перевозки грузов морским и железнодорожным транспортом Украины. Методика. Исследования выполнены с использованием методов математической статистики. Результаты. В статье проведен анализ внешней торговли Украины со странами Европейского Союза. В данный момент доля ЕС в экспорте и импорте грузов составляет более 40 %, доля стран СНГ почти вдвое меньше. Создание нового международного транспортного коридора Балтийское море – Черное море – Каспийское море будет способствовать созданию комплексной стратегии для развития всех видов перевозок и загрузки существующей инфраструктуры вдоль маршрута. Грузовые перевозки характеризуются коэффициентом неравномерности, который для экспортных грузов в 2018 году составил 1,13, а для импортных - 1,19; за семь месяцев текущего года его величина составила 1,10 и 1,13 соответственно для экспорта и импорта. К основным группам товаров, которые экспортирует Украина, относится продукция агропромышленного комплекса и пищевой промышленности, металлургического комплекса, машиностроения, минеральные продукты, древесина и бумажная масса, продукция легкой промышленности, различные промышленные товары и продукция химической промышленности. Последние годы повышаются объемы экспорта готовой продукции и полуфабрикатов и уменьшается вывоз сырья, при этом доход от внешней торговли увеличивается. План-схема развития порта «Южный» на перспективу до 2038 года предусматривает увеличение объема прибытия и отправления груза, что в свою очередь вызовет необходимость развития железнодорожного и автомобильного транспорта. Для увеличения объемов перевозки окатышей запланировано углубление внутреннего подходного канала к операционной акватории причалов терминалов ТИС. Наибольшие объемы отправления железными дорогами наблюдаются для тех грузов, которые являются наиболее экспортируемыми, при этом инфраструктура железнодорожного транспорта не соответствует европейским требованиям и без существенных капиталовложений не позволит конкурировать в перевозке транзитных грузов по территории Украины. Практическая значимость. Результаты выполненных исследований могут быть использованы при разработке перспективных планов развития морских портов и направлений развития железнодорожной инфраструктуры. ; Мета. Метою роботи є аналіз обсягів перевалки та перевезення вантажів морським та залізничним транспортом України. Методика. Дослідження виконані з використанням методів математичної статистики. Результати. У статті проведено аналіз зовнішньої торгівлі України з країнами Європейського Союзу. На даний момент частка ЄС в експорті та імпорті вантажів складає більше 40 %, доля країн СНД майже вдвічі менше. Створення нового міжнародного транспортного коридору Балтійське море – Чорне море – Каспійське море сприятиме створенню комплексної стратегії для розвитку всіх видів перевезень і завантаження існуючої інфраструктури вздовж маршруту. Вантажні перевезення характеризуються коефіцієнтом нерівномірності, який для експортних вантажів у 2018 році склав 1,13, а для імпортних – 1,19; за сім місяців поточного року його величина склала 1,10 та 1,13 відповідно для експорту та імпорту. До основних груп товарів, які експортує Україна, належить продукція агропромислового комплексу та харчової промисловості, металургійного комплексу, машинобудування, мінеральні продукти, деревина і паперова маса, продукція легкої промисловості, різні промислові товари і продукція хімічної промисловості. Останні роки підвищуються обсяги експорту готової продукції та напівфабрикатів та зменшується вивіз сировини, при цьому дохід від зовнішньої торгівлі збільшується. План-схема розвитку порту «Южний» на перспективу до 2038 року передбачає збільшення обсягу прибуття і відправлення вантажу, що в свою чергу викличе необхідність розвитку залізничного та автомобільного транспорту. Для збільшення обсягів перевезення окатишів заплановано поглиблення внутрішнього підхідного каналу до операційної акваторії причалів терміналів ТІС. Найбільші обсяги відправлення залізницями спостерігаються для тих вантажів, які є найбільш експортованими, при цьому інфраструктура залізничного транспорту не відповідає європейським вимогам і без суттєвих капіталовкладень не дозволить конкурувати в перевезенні транзитних вантажів територією України. Практична значимість. Результати виконаних досліджень можуть бути використані при розробці перспективних планів розвитку морських портів та напрямків розвитку залізничної інфраструктури.

Purpose. The article aim is to analyze the volumes of transshipment and transportation of goods by sea and rail transport оf Ukraine. Methodology. The studies were performed using methods of mathematical statistics. Results. The article analyzes the foreign trade of Ukraine with the countries of the European Union. Currently, the EU share in export and import of goods is more than 40 %, the share of the CIS countries is almost a half. The creation of a new international transport corridor Baltic Sea - Black Sea - Caspian Sea will contribute to the creation of a comprehensive strategy for the development of all types of transportation and existing infrastructure loading along the route. Freight transportation is characterized by a coefficient of irregularity, which for export goods in 2018 amounted to 1.13, and for import – 1.19; for the seven months of this year its value was 1.10 and 1.13 for export and import respectively. The main groups of goods exported by Ukraine include agricultural products and food industry, metallurgy, engineering, mineral products, wood and paper pulp, light industry products, various industrial products and chemical products. In recent years, the export of finished goods and semi-finished goods has increased and the export of raw materials has been reduced, while the income from foreign trade is increasing. The development plan of the Yuzhny port for the future until 2038 provides for an increase in the volume of cargo arrival and departure, which in turn will necessitate the development of rail and road transport. To increase the transportation volumes of pellets, it is planned to deepen the internal channel to the operational water area of the quays of TIS terminals. The highest volumes of shipment by rail are observed for the most exported goods, while the railway transport infrastructure does not meet European requirements and without the significant investments will not allow competing in the goods transit through Ukraine. Practical significance. The results of the research can be used to develop long-term plans for the development of seaports and the railway infrastructure development directions. ; Цель. Целью работы является анализ объемов перевалки и перевозки грузов морским и железнодорожным транспортом Украины. Методика. Исследования выполнены с использованием методов математической статистики. Результаты. В статье проведен анализ внешней торговли Украины со странами Европейского Союза. В данный момент доля ЕС в экспорте и импорте грузов составляет более 40 %, доля стран СНГ почти вдвое меньше. Создание нового международного транспортного коридора Балтийское море – Черное море – Каспийское море будет способствовать созданию комплексной стратегии для развития всех видов перевозок и загрузки существующей инфраструктуры вдоль маршрута. Грузовые перевозки характеризуются коэффициентом неравномерности, который для экспортных грузов в 2018 году составил 1,13, а для импортных - 1,19; за семь месяцев текущего года его величина составила 1,10 и 1,13 соответственно для экспорта и импорта. К основным группам товаров, которые экспортирует Украина, относится продукция агропромышленного комплекса и пищевой промышленности, металлургического комплекса, машиностроения, минеральные продукты, древесина и бумажная масса, продукция легкой промышленности, различные промышленные товары и продукция химической промышленности. Последние годы повышаются объемы экспорта готовой продукции и полуфабрикатов и уменьшается вывоз сырья, при этом доход от внешней торговли увеличивается. План-схема развития порта «Южный» на перспективу до 2038 года предусматривает увеличение объема прибытия и отправления груза, что в свою очередь вызовет необходимость развития железнодорожного и автомобильного транспорта. Для увеличения объемов перевозки окатышей запланировано углубление внутреннего подходного канала к операционной акватории причалов терминалов ТИС. Наибольшие объемы отправления железными дорогами наблюдаются для тех грузов, которые являются наиболее экспортируемыми, при этом инфраструктура железнодорожного транспорта не соответствует европейским требованиям и без существенных капиталовложений не позволит конкурировать в перевозке транзитных грузов по территории Украины. Практическая значимость. Результаты выполненных исследований могут быть использованы при разработке перспективных планов развития морских портов и направлений развития железнодорожной инфраструктуры. ; Мета. Метою роботи є аналіз обсягів перевалки та перевезення вантажів морським та залізничним транспортом України. Методика. Дослідження виконані з використанням методів математичної статистики. Результати. У статті проведено аналіз зовнішньої торгівлі України з країнами Європейського Союзу. На даний момент частка ЄС в експорті та імпорті вантажів складає більше 40 %, доля країн СНД майже вдвічі менше. Створення нового міжнародного транспортного коридору Балтійське море – Чорне море – Каспійське море сприятиме створенню комплексної стратегії для розвитку всіх видів перевезень і завантаження існуючої інфраструктури вздовж маршруту. Вантажні перевезення характеризуються коефіцієнтом нерівномірності, який для експортних вантажів у 2018 році склав 1,13, а для імпортних – 1,19; за сім місяців поточного року його величина склала 1,10 та 1,13 відповідно для експорту та імпорту. До основних груп товарів, які експортує Україна, належить продукція агропромислового комплексу та харчової промисловості, металургійного комплексу, машинобудування, мінеральні продукти, деревина і паперова маса, продукція легкої промисловості, різні промислові товари і продукція хімічної промисловості. Останні роки підвищуються обсяги експорту готової продукції та напівфабрикатів та зменшується вивіз сировини, при цьому дохід від зовнішньої торгівлі збільшується. План-схема розвитку порту «Южний» на перспективу до 2038 року передбачає збільшення обсягу прибуття і відправлення вантажу, що в свою чергу викличе необхідність розвитку залізничного та автомобільного транспорту. Для збільшення обсягів перевезення окатишів заплановано поглиблення внутрішнього підхідного каналу до операційної акваторії причалів терміналів ТІС. Найбільші обсяги відправлення залізницями спостерігаються для тих вантажів, які є найбільш експортованими, при цьому інфраструктура залізничного транспорту не відповідає європейським вимогам і без суттєвих капіталовкладень не дозволить конкурувати в перевезенні транзитних вантажів територією України. Практична значимість. Результати виконаних досліджень можуть бути використані при розробці перспективних планів розвитку морських портів та напрямків розвитку залізничної інфраструктури.

The last book by the Chilean writer Pedro Lemebel (1952–2015) is entitled Mi Amiga Gladys (2016), a production entirely dedicated to his friend Gladys Marín (1938–2005). To date, this work has attracted little attention from academia, perhaps due to its apparently less confrontational discourse, one of the common characteristics of Lemebel's previous works. However, this essay proposes that Lemebel's last book in fact reveals a political statement, yet disguised as an intimate/sensitive declaration. This element would reflect a literary strategy employed by the writer, possibly aiming at eliciting a sympathetic response from the reader, by appealing to his/her emotions. By drawing on Affect theory, this essay argues that Lemebel's personal/emotional stories with Gladys aim at recuperating her legacy, highlighting his friend's social commitment and spirit of resistance. His contribution is indeed relevant to Chilean culture, as Lemebel views Chile's recent past, so arguably conflicted and fragmented in its post-dictatorship period (from 1990 onwards). This study aims at being an innovative contribution to Lemebel's studies, as it approaches his political discourse from an affective perspective, possibly establishing an original model for future analyses of his work.

Introdução: O zumbido é um sintoma de alta prevalência na população, que necessita de cuidado especializado e centrado no paciente e suas individualidades. Objetivo: investigar a rede de cuidado especializado em pacientes com queixa de zumbido no Brasil. Método: Realizou-se uma busca a nível nacional com 152 profissionais que atendem o público com zumbido, por meio de redes sociais, além de utilizar a técnica "snow ball". Foram selecionados os profissionais com atuação clínica ou participação de grupo de pesquisa em zumbido. Aos selecionados, foi enviado por e-mail ou rede social um questionário do Google Forms composto por doze questões objetivas, a fim de identificar o perfil desses profissionais, bem como do atendimento oferecido por eles. Os dados foram categorizados e tabulados em planilha digital para posterior análise estatística descritiva e inferencial. Resultados: os resultados mostraram que há profissionais atuantes em zumbido em 21 estados brasileiros, sendo a maior parte nas regiões Sudeste e Nordeste, inseridos principalmente no setor privado e a maioria em equipes multidisciplinares que contam, pelo menos, com um otorrinolaringologista e um fonoaudiólogo, apresentando práticas avaliativas e terapêuticas semelhantes. Conclusão: foi possível observar que, embora o número de profissionais ainda seja um número reduzido, além de não serem bem distribuídos geograficamente, há uma semelhança quanto aos métodos de avaliação e tratamento utilizados, bem como a abordagem multidisciplinar tem se tornado uma realidade na prática clínica, ainda que mais presente no setor privado, o que renova as perspectivas do público acometido pelo zumbido, para um futuro próximo.